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AG w GR B E N I G N E Patented June 11, 1889.

WITNESSES: INVENTOR W. J41? 25. Zf

BY l3 MW ATTORNEY.

mgnphun Wash UNITED STATES PATENT OFFICE.

GEORGE A. BOYDEN, OF BALTIMORE, MARYLAND, ASSIGNOR TO THE BOY DEN POWVERBRAKE COMPANY, OF SAME PLACE.

ENGINEERS COCK FOR AIR-BRAKES.

SPECIFICATION forming part of Letters Patent No. 405,197, dated June 11,1889.

Application filed May 19, 1887. Serial No. 238,738. (No model.)

To aZZ whom it may concern.-

Be it known that I, GEORGE A. BOYDEN, a citizen of the United States,residing at Baltimore, in the State of Maryland, have invented certainnew and useful Improvements in Engineers Cocks for Air-Brakes, of whichthe following is a specification.

My invention relates to an improved aircock, such as is employed 011locomotives whereby a partial movement of the cock-lever will firstapply the brakes on the cars independently of those on the locomotiveand tender; and a further movement of the same lever will apply thelocomotive and tender brakes; or, if an emergency or sudden stop benecessary, the full movement of the lever can be given at once and thebrakes of the entire train (cars, locomotive, and tender) will thereuponbe applied simultaneously. An advantage of first applying the brakes tothe cars, and later to the locomotive and tender,is that the bunching orpushing of the cars upon the engine is avoided.

A further and an important advantage possessed by this invention is,that when the locomotive is detached from the train no adjustment orpreparation is needed to enable the engineer to operate the directsystem on the locomotive and tender.

The invention consists of the combination, in one air cock, of twoseparate compartments-one for operating the automatic system of brakesand the other for operating the direct system-both of which are governedby a single arm or lever which controls the supply of air from thereservoir.

In the further description of my invention reference is had to theaccompanying drawings, in which- Figure 1 is a side elevation in full ofthe air-cock, pipes, and the air-reservoir. Fig. 2

is an inverted plan of the parts shown in Fig. 1. Fig. 3 is a sideelevation of the cock partly in section. Fig. 4: is a plan or top viewof the cock, showing the stops for the lever. Fig. 5 is a sectionthrough the cock on the line 5 5, showing the automatic compartment.Fig. 6 is a section through the cock on the line 6 6, showing the directcompartment.

The letter A designates the barrel of the air-cock, B the plug groundinto the barrel, and O the lever by which the plug is governed. Thiscock controls the supply of air which is stored up in the mainair-reservoir D, usually carried on the locomotive or tender. A pipe, E,leads from the air-reservoir to the cock. A pipe F from the cock leadsto the train to supply the automatic brake mechanism of the cars. A pipeG from the cock is the exhaust for the automaticbrake mechanism. A pipeH from the cock leads to the direct brake mechanism on the locomotiveand tender, and a pipe I fromthe cock is the exhaust for the said directbrake mechanism.

The lever O is attached by one end to the plug spindle a and may be ofany desired shape. In the present instance it is bent and doubled back,giving it an approximate U shape, the lower prong I of which constitutesa spring whose end engages with any one of the five stop-notches c to con the barrel, which serve to retain the lever in the position at whichit may be set by the engineer. The said U shape and the stop-notches areuseful, but are not essential to the operation of the two separatecompartments referred to.

The barrel A receives the plug B at its upper end, and at its lower end,below the plug, has a central port F, which is connected by theautomatic supply-pipe F with the automatic brake system on the cars. Thebarrel is provided with four vertical passages E G H I, placedequidistant around the sides. One of the four passages E is the mainsupply, and is connected by the pipe E with the air-reservoir D. Thismain supply-passage has two ports 8 g. The lower one e is forcommunicating with the lower compartment f in the plug, by whichcompressed air is supplied to the automatic brake system, and the upperone g is for communicating with the upbe established through thebarrel-passages E and H, the plug-ports h and 77. and the pipe H, andthereby the direct system of brakes be applied.

It will be seen from the above description of the manner of operatingthat in the first position of the cock-plug B both systems of brakeswill be off. In the second position a preparatory but no immediatechange will have been made in either of the systems. In the thirdposition the air will be released from the trainpipe F, and theautomatic system of brakes will be applied, though no change will haveoccurred in the direct system. In the fourth position the train-pipe Fwill still be open to the atmosphere and the automatic system of brakeswill be applied. The movement to the fourth position makes no change inthe brakes of the direct system, being but a preparatory movement, Inthe fifth position the train-pipe F remains open to the atmosphere, and,of course, the automatic brakes still remain applied. This movement tothe fifth position will have opened a communication between thereservoir D and the mechanism of the direct system of brakes, wherebysaid brakes will be applied.

The movement of the lever to the second position confines theair-pressure in the trainpipe F, and this pressure may be increased orreleased,at the will of the engineer,whereby the automatic brakes may beapplied and kept on with any desired pressure. The lever at the fourthposition serves to operate and hold the direct system of brakes underthe control of the engineer with any desired pressure. The reversal ofthe movement of the lever C from the fifth to the first position admitsthe air to the train-pipe F, and, releasing the air from the mechanismof the direct system, as above described, takes all the brakes off. Itwill be seen, further, that the construction of the air-cock is suchthat it is adapted to the use of any of the present systems ofpower-brakes, and that either automatic or direct, or both, may beoperated, as

hereinbefore described.

Having described my invention and the manner of operating the same, whatI claim, and desire to secure by Letters Patent of the United States, is

1. In a cock for controlling air-brakes, the combination, with thebarrel A, havingacentral valve-seat, of a series of vertical passages EG H I, at equal distances around the seat, and ports g, e, c', and k,and the plugvalve 13, having side ports h, 71 and f and a central port fconnecting with the portF, leading from the central seat of the valve,substantially as and for the purposes specified.

2. The combination, with the valve-barrel having a central seat, sidepassages, and connecting-ports, and the plug-valve having correspondingports arranged as described, of the spring-lever 0, attached to theplug-spindle a, adapted to engage the stop-notches c to c on the barrel,whereby the respective ports of the plug and barrel. are retained inproper position when the valve is shifted, substantially as specified.

In testimony whereof I affiX my signature in the presence of twowitnesses.

GEORGE A. BOYDEN.

Witnesses:

JOHN E. MORRIS, JNo. T. MAnDoX.

' (I oooooo I M01. J. n. CARTER.

DIAPHRAGM TO BE USED IN STENCIL PRINTING.

No. 405,198. Patented June 11, 1889.

